Clutch and transmission mechanism



May 3, 1932- .1. B. BENNETT 1,856,457

CLUTCH AND TRANSMISSION MECHANISM Filed Dec. 24, 1928 2 Sheets-Sheet l F/GJ.

May 3, 1932.

J. B. BENNETT CLUTCH AND TRANSMISSIION MECHANISM Filed Dec. 24, 1928 2 Sheets-Sheet 2 f i i I 1f# 1 I 57 5./ E:

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Y Patented May 3, 1932 PATENT GFFCE JESS B. BENNETT, OF RANCOCAS, NEW JERSEY CLUTCH AND TRANSMISSION MECHANISM Application led December 24, 1928. Serial No. 328,071.

. The object of my invention is to provide an improved and simplified vtransmission and clutching mechanism whereby rotary motion will be imparted gradually and noiselessly from the driving member to the driven member, and with the minimum requirement of gear shifting.

VTo these ends I have invented the device shown in the accompanyingdrawings, which lo I will describe in the following specification and the novel features of which l will set forth in the appended claims.

In the accompanying drawings, Figure 1 is a plan View of the mechanism as it would'appear in place in an automobile. Figure 2 is an exploded view showing the hydraulic mechanism and gears actuating it. .Figure 8 shows the gear shifting device consisting of the foot pedal, pinion, rack and shifter fork.

Figure 4 is an end View of cylinder 39. Figure 5 is an exploded view of the variable gears and shafts.

In these figures', like parts are designated by like numbers.

In Figure 1,*sha'ft 1 leads to the flywheel and is a prolongation of the main crank shaft driven by the motor. -Shaft 2 leads back to the universal j oint which transmits power to the driving wheels of the car.

Three (3) is a foot lever attached to a cylindrical sleeve 4 rotatable on shaft 5-5 and held in place by collars 6-6. This foot lever is held in the neutral position by springs 7 k and, when pushed forward may be locked in one of two positions as soon as either ratchet V8 or 9 is depressed'beneath floor plate 10. Ratchets 8 and 9 depress springs 8aV and 9a (see Fig. 3) when pushed against plate 10 which springs force them out into locking position once the ratchets are beneath'this plate. Both ratchets can be'depressed flush with the upperface. 11 of the foot lever 3 by pushing in the plunger 12. This plunger is Curved to correspond to the curve of the foot lever,'inserted in it and so attached to ratchets 8 and 9 (see Fig. 3) that the ratchets are released from the plate 10 by depressing the plunger 12. The ratchets 8 and 9 are L shaped,'piv`oted to permit depression (against springs 8a and 9a) and release. The foot lever 3 may also be pushed downward and backward to position 13.

Sleeve 4 is keyed to its pinion gear 14 (see Fig. 3) which meshes with rack 15 which rack extends to form shifter fork 16. 17v is the combined clutch and gear member device keyed to the square shaft 1-1 so that it will revolve with shaft 1-1 yet can be moved horizontally by shifter fork 16. The enlarged portion 19 of sleeve 18 has a groove around its circumference (see Fig. 5) to permit the shifter fork 16 to move freely in it so that any horizontal movement of the shifter fork will be imparted to the combined clutch and gear device' (17-18-19), yet permit the combined clutch and gear device to revolve freely. Both ends of the teeth of combined clutch and gear 17 are tapered to permit easy meshing and quick disengaging with the intermediate, high and reverse gears which will be described later. f

Shaft 2 is enlarged at its forward end first at 20 to strengthen it and to permit the cylindrical tapered end 21 of the shaft 1 to be housed within it thereby keeping the two sections 1 and 2 of the main shaft in alignment. Shaft 2 is enlarged again at 22 (see Fig. 5) which portion ends in a hollow cylinder internally geared with teeth 23 into which the combined clutch and gear 17 will mesh. Figure 1 shows a cross-section View ofthe intermediate gear cylinder 24 cut away at the forward end to show both the internal gear teeth 25 and the external gear teeth 26. Clutch gear 17 will mesh with the internal clutch member 25.

Twenty-nine (29) (see Fig. 5) is the neutral gear cylinder and is sorecessed that it will lit rotatably on collar 28 (which is an extension yof vthe intermediate gear cylinder 24). Gear 30 is attached to, and a part of, the neutral gear cylinder 29. Itis externally geared to mesh with gear 34 and internally geared to mesh with combined clutch and gear 17.

The entire intermediate gear cylinder 24 (see Fig. 5) is housed loosely and rotatably around the enlarged cylindrical sections 20 and 22 of shaft 2. It is held in position Figs. 1 and 2).

VThirty-nine (39) is the clutch cylinder. It is internally threaded. (as shown by the cut away portion 62 inFig. 1) to accommodate screw 40 so that this screw may revolve freely within the clutch cylinder yet substantially t s uid tight. This clutch cylinder is `open at one end to permit the entrance of screw 40 and closed at the other end 43. 49'is an. enlarged chamber'at the closed end of the clutch cylinder'with several adjustable outlet valves51 51 and-inlets 50-50. It is obvious that inlets A50-50 also act as outlets, but less eiciently (because of their'funnel shape) than asV inlets.

- The-outer perimeter-of the open end ofthe f yagainst which the dogs 4'7"*4 VAwhen screw 40`is completely screwed into the f counter shaft 65.

V'cylinder is curved out then recessed each 1800 as illustrated at 48 so as to provide faces 7 will. engage clutch' cylinder 39.

Sixty-nine (69) is the reverse gear meshing with gear 68 which-is keyed to the reverse On this reverse counter shaft'iskeyed a cylindrical pusher device71, similar to the same device on the intermedi- Vat'e'counter shaft except thatthe screws are vthreaded in the opposite direction and both screw and clutch cylinder arey shorter bey cause theyrmust pickup a much'smaller load.

The counter shaft gear 37 and thereverse counter shaft gear 61a mesh with the main shaftA gear 72. Gea-r 30 on the neutral gear cylinder 29 meshes with gear 34 on the-neutral'counter shaft 31 (see Figs. 2 and 5). In-

termediate sleeve 41 is hollow (see Fig. 2) to permit neutral counter shaft 31 to revolve inside it. The neutral counter shaft 31 is a 'round shaft and extends rearward to collar Vhold intermediate gear 36 in place. Clutch` 35 is internally screw threaded tomesh loosely with the screwed section 33 of shaft 31. lt is externally geared to mesh with the internal gear teeth 38 of gear 36,.'and also with the interna-l1 gearteethpf35aav (see Fig; 4) of cylinder39. 7 Y, Y l' 'Gear 307likewise` meshesgwith gear 52'. Keyed to the same shaft is gear 58 which meshes with gear 54. Gear 54 is keyed to shaft 55 containing an enlarged section 56 and af screw threaded section 57 (with screw in opposite Vdirection,similar toshaft 31). Clutch 58a-is internally screw threaded' to fit looselyon the screw threaded 'section 57 lof shaft 55. It is externally geared to mesh with the internal gear teeth in the 'end of cylinder 62, also to mesh with the internal gear teeth 69e in reverse` gear 59.

The entire clutch and transmission mechanism contained within the tank illustrated is submerged in oil or similar liquid to provide lubrication, to quiet the gear shift, and to Since in the neutral position,.the clutch and f gear 17 meshes simultaneously with intermediate neutral gear 34 and reverse neutral gear 52, (through the medium of gear 30 thev internal teeth of which mesh Vwith combined clutch and gear V17 andthe external teeth with gears 34 and 52), both the intermediate neutral mechanism and the :reverse neutral mechanism start to revolvevat the same time. For example, intermediate neutral gear 34 starts torevolve shaft `31 in a-clockwise direcf tion. The screwed portion33'of this shaft (see Fig. 2) immediately forces rclutch gear 35 backk inside the openend 35u/of cylinder s 39 and disengages .it (if it is engaged from internal threads 38 of intermediate gear 37) 3l if (only inreverse direction) takes place through the reverse neutral gears 52,58 andk 54 v which force clutch gear 58a` back intol a neutral position and out of mesh with internal clutch 69a/l of there- -verse gear 61a. Whenever clutch gear 17 is Y in neutral position or isjreturned to neutral position, this saine operation Vtakes place.

To go into'intermediate gear, foot lever k3 is depressed so thatratchet 8 locksbeneath Hoor plate 10. This revolves pinion gear segment 14 and'rack 15 which is a part of shifter l fork 16 (see Fig. 3) toward theY rear. AThe shifter forkpushes combined clutch and gear 17 horizontally alongsquare shaft 1 Iuntil it meshes with internal clutch 25, and releases it from internal clutch 30-and the neutral F33 of screwed portion 475 of shaft 41.y This force "3i screw` 40 which is keyed to square sleeve 41) into screwed end of cylinder 39 (see cutaway portionY of the reverse cylinder k62) and it starts screwing into the cylinder. Since this entire mechanism 'is under oil, this ,oil isimmediately trapped in the cylinder 39 by screw 40, and the oil forced out rapidly through openings 50 and 51. However this liquid cannot escape as rapidly as this screw is attempting to enter the cylinder thereby exerting a pressure against the incoming screw and forcing it back against the screw faces of the cylinder 39; Since screw 4l() is, at the same time, revolving, this pressure causes it to transmit gradually its rotary motion to the outside cylinder 39 until its full motion is acquired through the direct contact of dogsl' with faces 43 when the 'screw has made its way completely inside of cylinder 39. f

Once combined clutch and gear 17 disengages itself fromv the neutral mechanism, shaft 3l starts to slow down. Consequently, even before the screw 40 is positively engaged with outside cylinder 39, this outside cylinder is revolving at a faster rate of revolution than shaft 31. Because of the screwed portion 33 of shaft 31 and because clutch 35 is meshed at 35a (see Fig. 2) with outside cylinder 39, the now'greater rate of revolt tion of cylinder 39, causes clutch 35 to be translated quickly to the rear where it engages and meshes with internal threads 38. Through the external gear 37, theV rotary motion of cylinder 39 is then transmitted to the main shaft through gear 72, and through shaft 2 back to the rear wheels.

To go into high gear, foot lever 3 is next pushed forward until ratchet 9 locks itself in floor plate 10. Through the rack and pinion device, the shifter fork then pushes the main combined clutch and gear 17 back so that it engages with internal gear 23, at the same time retaining its mesh with the intermediate internal gear 25. This makes a direct connection with the front portion 1 of the main shaft and the rear portion 2,

y'thereby Vdelivering' power in a direct line yreverse neutral gear 52.

from the engineto the rear wheel.

At the same time, gear 72 (because of its gear ratio) starts revolving gear 37 which is then meshed to outside cylinder 39) faster than the inside screw 40 is being revolved by gear 44. This causes the cylinder 39 to unscrew itself from the screw 40, forcing screw 40 back outside the cylinder to its original position.

By pushing foot lever 3 downward and backward to position 13, the shifter fork pulls the combined clutch and gear 17 forward along shaft 1 until it engages with reverse idler gear 69. and disengages itself with This causes the entire reverse mechanism and the reverse neutral mechanism to go through the same oper: tions as just described for the intermediate conntershaft, except in the opposite direction.

I claim:

l. A- power transmitting mechanism comprising in combination a driving shaft, a

driven shaft, and interposed therebetween a driven member and a screw threaded driving member, means for driving the driving member from the driving shaft so as to go into screw threaded engagement with said driven member, said driven member having an opening therein which is screw threaded to receive said driving memlber and having ports leading therefrom which are adapted to permit the escape of an incompressible fluid trapped in said opening by said driving member, and means for driving said driven shaft from said driven member.

2. A power transmitting mechanism comprising in combination a driving shaft, a clutch and gear member mounted so as to be longitudinally slidable thereon but keyed to said shaft to rotate therewith, a neutral gear adapted to be driven from said sliding clutch and Oear, a counter gear adapted to be driven from said sliding clutch and gear, a counter shaft having a gear thereon adapted to be driven from said neutral gear, a sleeve on said counter shaft having a gear thereon adapted to be drive-n from said counter gear, a screw threaded driving member movable on said sleeve keyed thereto to rotate therewith, a driven cylinder having an opening therein screw threaded to receive said driving member so as to trap an incompressible fluid therebetween and having ports therein which permit the escape of an incompressible iuid trapped in said opening between said driving member and said driven cylinder, said driven cylinder being adapted to engage with a clutch, a screw threaded portion on said counter shaft, a clutch in engagement therewith and having outer teeth. which engage with the driven cylinder, a gear rotatably mounted on said counter shaft and adapted to engage said clutch, said gear having engagement with a gear on a driven shaft, and a driven shaft. w

3. A power transmitting mechanism comprising in combination a driving shaft, a driven shaft, a screw threaded driving member, a cooperating screw threaded driven member, means including as a part thereof a slidable clutch and gear member and a gear connected to said driving member for driving said driving member from said driving shaft so as to move into fluid-tight screw threaded engagement with said driven member so as to trap an incompressible fluid between them, means for permitting escape of said incompressible fluid from said driven member, means for connecting said driven shaft to said driven member, a second screw threaded driving member, means including a slidable clutch and gear member and a gear connected to said second driving member for driving said second driving member from the driving shaft in the opposite direction to that of the first driving member, a second driven member having screw threaded engagement with saidsecondzdriving member, and means to drive the drivenvshaft from thesecond'mendriving shaft and causing it to go into sub# stantiallyliquid-.tight screw'threaded engagement with said coaxialscrew threaded driven member, said driven member being adapted to receive an incompressible fluid which, when substantially trapped by the entrance e of said screw threaded 'driving member, sets` up resistancel against the further entrance ofsaid screwthreaded driving member thereby causing part ofy the rotational movement of the driving member to be transmitted fric- Ationally to the driven member, and means for driving the driven shaft.

5. A power transmitting mechanism com prising in combination a driving shaft, a driven shaft, and interposed therebetween a screw threaded driving member, an open-end coaxial screw threaded driven member, means for driving the driving member from the f driving shaft and causing it to go into substantially liquid-tight screw threaded engagement with said coaxial screw threaded driven .membensaid driven member being adapted `to receive an incompressible fluid which, when substantially trappedrby the entrancel ofsaid screw threaded driving member,;sets upa resistanceagainst the| further entrance :ofsaid screw threaded driving member, and

means controlling the gradual escape of said trapped incompressible :liquid from said driven member so as'to permit the gradual entrance of said screw threaded driving memberk until adirectpositive driving contacteis made betweenthe driving 'member and the driven member.

tive contact between the driving member and the driven member when the said driving member has completed its entrance into the said screw threaded driven member, which in turn drives the kdriven shaft; f

' 7. A power transmitting mechanism comprising in combination a driving shaft, a driven shaft, and interposed therebetweena screw threaded driving member, an open-end coaxial screw threaded driven member, means for driving the driving member from the driving shaft and causingit to go into substantially liquid-tight screw threaded engagement with said coaxial screw threaded driven member, said driven member being adapted to receive an incompressible fluid which, when substantially trapped by the 'entrance of said screw threaded drivingmember, sets up a resistance against the further entrance of said screw f threaded driving member thereby causingp'art of therotational movement-of the driving member to betransmitted frictionally to the driven member, means for establishing direct positive contact between the driving member and the driven member when the said drivingmember has completed its `entrance intoV the said screw threaded driven member, means for driving the driven shaft from the driven member, and means for unscrewing said screw threaded driving member fromk said screw threaded driven member, therebyreturning ittoits original neutral position. Y

I Jess'. B. BENNETT.

6. A power transmitting mechanism "comprisingV in combination adriving shaft, a

drivenv shaft, and interposed therebetween a. screwthreaded driving member, an openend coaxial screw threaded-drivenmember, means '.for driving the driving member from the. driving shaft and causing it to go into substantiallyliquid-tightiscrew threaded engagement with said coaxial screw threaded driven member, said driven member being Vadapted toy receive an incompressible fluidV which, when substantially trapped by the entrance lof said-screw threaded driving member, setsup aresistance against the further'entrance of said screw threaded driving member thereby causing part of the rotational movement of the driving'member to beV transmitted. frictionally to the driven mem- -v ber,'and means lfor establishing direct posi! 

